Towable hardside luggage piece with pass through panel and caster brake system

ABSTRACT

A luggage piece in the form of a hardsided suitcase includes a two piece front shell assembly having pockets and a pass through opening to access a main compartment in the luggage in various different ways. A braking system for dual wheel casters is also described.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional Patent Application Ser. No. 61/789,657 filed Mar. 15, 2013, the disclosure of which is hereby incorporated by reference in its entirety.

BACKGROUND OF THE INVENTION

The field of the invention relates generally to towable baggage items having casters for rolling the baggage along the ground, and more particularly, to hardsided luggage pieces having casters.

Various types of luggage items, commonly referred to as baggage or bags, are commonly available in hardside and softside constructions, each having its own pros and cons from a manufacturer's perspective, as well as from a user perspective. Improvements are desired, particularly in hardsided luggage constructions.

Various types of bags, from luggage items to briefcases and backpacks, also now include wheels and a towing handle which allow the bags to be pushed or pulled along a surface rather than being carried above the ground. The towing handle is typically located on an end of the bag opposite the wheels, and the bag is movable along the ground on the wheels without lifting the bag from the ground. Such towable baggage items can be very convenient and are now popular. Towable bags are, however, disadvantaged in some aspects and improvements are desired.

BRIEF DESCRIPTION OF THE DRAWINGS

Non-limiting and non-exhaustive embodiments are described with reference to the following Figures, wherein like reference numerals refer to like parts throughout the various views unless otherwise specified.

FIG. 1 is a perspective view of an exemplary hardside luggage piece formed according to an exemplary embodiment of the present invention.

FIG. 2 is an exploded view of a first exemplary subassembly for a brake system for the luggage piece shown in FIG. 1.

FIG. 3 is another exploded view of a second exemplary subassembly for the brake system for the luggage piece shown in FIG. 1 and operable combination with the subassembly shown in FIG. 2.

FIG. 4 is a perspective view of a third exemplary subassembly for the brake system for the luggage piece shown in FIG. 1 and operable in combination with the subassembly shown in FIGS. 2 and 3.

FIG. 5 is a first view of the brake system being engaged with the subassemblies shown in FIGS. 2-4.

FIG. 6 is a second view of the brake system being engaged the subassemblies shown in FIGS. 2-4.

FIG. 7 is another side view of a portion of a brake system for the luggage piece shown in FIG. 1.

FIG. 8 is a front view partially cut away of the portion of the brake system shown in FIG. 7.

FIG. 9 is a partial side view of the portion brake system shown in FIGS. 7 and 8 with the brake engaged.

FIG. 10 is a partial side view of the portion brake system shown in FIGS. 7 and 8 with the brake disengaged.

DETAILED DESCRIPTION OF THE INVENTION

Certain improvements in baggage construction to provide luggage pieces and the like are described herein. In order to understand the invention to its fullest extent, a discussion of the state of the art and some of its issues is first presented below, followed by description of exemplary embodiments of luggage items implementing the inventive concepts. Inventive method aspects of implementing the inventive features described and/or using the inventive features described are in part apparent and in part explicitly discussed in the description below.

Hardside and softside luggage pieces each have devoted followings in the traveling public. Frequent travelers have reasons to like each of them, so deciding whether to purchase one or the other can sometimes be a difficult choice.

Traditional hardside luggage pieces such as suitcases generally include front and rear shells or frames connected to one another with a closure element such as central zipper. Each of the front and rear shells defines an interior volume, sometimes referred to as a compartment, for containing items packed therein. The central zipper typically extends around the periphery of the front and rear shells with the front and rear shells being joined to one another along one side, typically by a hinge. The central zipper is positionable in a first position to join and secure the front and rear shells together and close the case, or in a second position allowing the front and rear frames to be separated and folded open along the hinge.

The front and rear shells of hardsided luggage pieces are fabricated from a generally lightweight but structurally rigid material and are preferred by some travelers over other commonly available softsided luggage items having relatively soft and flexible frame constructions. Hardsided bags are not without their drawbacks, however.

For example, the central zipper opening between the first and second shells in conventional hardsided luggage pieces provides the only access to pack items into the case in conventional hardsided suitcase construction. Consequently, the traditional central zipper means that users must pack each half of the case separately from one another. That is, the compartments defined by the front and rear shells are packed separately while the case is opened. This is not always convenient, however, or preferred.

Softsided luggage items generally include a main body and a front flap joined to one side of the main body and closeable with a zipper. The front flap may be configured with interior and exterior pockets. Small items can be conveniently packed and stored in the front pockets of the flap, while other larger items may be separately packed and stored in the larger main body of the luggage piece. Softside luggage pieces may therefore be considered by some to be more convenient and easier to pack, especially when small items can be packed and retrieved from the interior pockets in the front flap without disturbing items packed in the main body.

Hardsided luggage constructions exist that incorporate interior front pockets that are hinged from the bottom side on the interior of the front shell. While such front pockets accept small items, access to the pockets via the bottom hinge is not as familiar to most users as a hinge on one of the vertical sides as consumers have grown to like in softsided luggage designs. Thus, use of such pockets, especially in constrained spaces can be awkward because one has to access the pocket from the top side of the bag. As users tend to open the bag with the bottom side closest to them, the bottom hinged packets can be inconvenient to use.

Hardside case constructions also exist that include an exterior front pocket attached to an indented portion of the front shell of the case. Such front case pockets, however, reduce the capacity of the case to be packed with items.

FIG. 1 illustrates an exemplary luggage piece 100 in the form of a hardside suitcase that provides the convenience of a softside case in a hardside construction. As shown in FIG. 1, the luggage piece 100 includes a front shell 102 and a rear shell 104 having disproportionate sizes in the example shown, although in other embodiments the front shell 102 and rear shell 104 could be equally sized. Each of the front and rear shells 102 and 104 is fabricated from a relatively rigid but lightweight material, such as any of those materials familiar to those in the art of hardsided luggage. The front shell 102 is a split-shell construction and accordingly includes a first shell piece 106 and a second shell piece 108 connected by a hinge 110 at the left vertical side of the luggage piece 100 as shown in FIG. 1. The first shell piece 106 is intermediate the rear shell 104 and the second shell piece 108.

The rear shell 104 defines an opening or receptacle having a first internal volume for packing of items therein, sometimes referred to as a main compartment or rear compartment. The shell pieces 106 and 108 of the front shell 102, in combination, define a second internal volume or area for packing items, sometimes referred to as a front compartment, that is smaller than the first volume of the rear shell 104. As shown in FIG. 1, the front shell 102 is equipped with internal pockets 114 on the interior side of the second shell piece 108, and a second pocket structure 116 incorporated in a flap 118 attached to the first shell piece 106 via a vertical hinge and a zipper closure element 120. The first shell piece 106 includes a large pass-through opening 122 such that, as shown in FIG. 1 when the pocket flap 118 is unzipped, items may be packed directly through the pass-through opening 122 into the interior volume of the rear shell 104 or into the main compartment. The first shell piece 106 is attachable to the rear shell 104 via a zipper closure element 126. The pass through opening 122 accordingly provides access to the interior volume of the rear shell 104 (the main compartment) even when the first shell piece 106 is closed and secured to the rear shell 104.

The first and second shell pieces 106 and 108 of the front shell 102 are attachable by a zipper closure element 128, and thus are independently operable in combination as desired. From a closed position, the rear shell 104 and the first shell piece 106 of the front shell 102 may be opened, without opening the second shell piece 108, to provide full, unobstructed access to the rear shell 104 for packing or unpacking the main compartment.

Alternatively, when the rear shell 104 and first shell piece 106 of the front shell 102 are closed, a user may open the second shell piece 108 of the front shell 102 via the zipper element 128 to access the front compartment only. If desired, the user may then open the flap 118 via the zipper element 120 to access the pass-through opening 122 and the main compartment in the rear shell 104. Convenient options are therefore provided for a user to access the items in the rear shell 104 in more than manner.

Moreover, the pocket 116 in the flap 118 provides additional storage for conveniently storing smaller items without having to access the rear shell 104 or the main compartment at all. That is, even when the flap 118 is closed via the zipper element 120, the pockets 116 and 114 are still accessible when the second shell piece 108 is opened via the zipper element 128.

All the movable shell pieces 104, 106, 108 and the flap 118 in the case construction are attached along a vertical hinge at the left side of the case as shown in FIG. 1, exactly where users expect them and enjoy them. This is advantageous for the user, because they do not necessarily have to reposition the case 100 (in an airline bin or on a hotel luggage stand, for example) in order to pack or unpack items from the pockets 114, 116 or the remainder of the luggage piece 100.

In the example shown, the second or front shell piece 108 and the intermediate or first shell piece 106 of the front shell 102 have a tapered shape that facilitates optimal storage while still providing convenient pockets and adequate storage area for larger items inside the case 100. In particular, the front or second shell piece 108 has a wedge-like shape that is wider at the top edge than at the bottom edge in the depiction of FIG. 1. Consequently, the pass-through opening 122 is angled with respect to the flat exterior front surface of the case 100. This is not necessary, however, in all embodiments. Various shapes of the first and second shell pieces 106 and 108 may alternatively be used that may or may not result in an angled pass-through opening 122 as shown and described.

With the interior front pockets 114 and the forward facing pocket 116 in the flap 118, users are afforded quick access to smaller items like they would with a softside case, yet still have the benefits of a rugged construction in a hardsided shell construction, and also still have easy and convenient access to the main luggage compartment in the rear shell 104 when desired. The pass-through opening 122 from the front compartment in the front shell 102 allows users the option to pack the case entirely from the front like they would with a softsided case. The luggage piece 100 accordingly includes some of the most desirable elements of hardside and softside construction in a single piece.

While the luggage piece 100 shown and described is configured as suitcase that may in some embodiments be a qualifying carry-on piece of luggage that may be brought aboard an airplane, a variety of bags in different shapes and sizes may alternatively be provided with similar features. Further, while the luggage piece 100 is shown in a suitcase configuration, other baggage configurations are possible to transport the same or different items that a user would typically carry in a suitcase. The convenience of the split front shell construction and various features described above are not limited to the particular bag configuration shown, and may accordingly be desirable and well-liked in other types of bags.

As shown in FIG. 1, the hardsided case 100 also includes casters 150 on the front and rear shells 102, 104 allowing the luggage piece 100 to be desirably rolled along the ground with little effort, and in particular without lifting the luggage piece 100 (and all of its contents packed therein) off the ground. The casters 150 are provided approximately at or near each of the four corners on the bottom side of the luggage piece 100 and accordingly the bag 100 may stand upright on the casters. Unlike softsided luggage having wheels on the rear side of the bag only as common to softside case construction, the bag 100 having the casters 150 at the four lower corners thereof does not require the luggage piece 100 to be tilted or inclined in order to move it.

Luggage on casters 150 are desirable in that the casters 150 offer nearly unlimited directions of movement with very little effort of a person to move them compared to more traditional two-wheeled luggage designs that are more difficult to move and turn. One drawback of conventional caster systems for towable luggage, however, is that they don't have a natural resting position like traditional two-wheeled luggage design that may rest on their bottom surfaces without the wheels, located only on the rear side, being able to roll and perhaps not even in contact with the ground when the body of the bag is not inclined relative to the ground. As such, luggage with casters 150 can be problematic if the user wishes to stop the luggage on a surface that is not level. Conventional bags with casters may tend to roll away in such circumstances.

Certain types of luggage items having casters equipped with braking systems do exist that are intended to solve roll away luggage problems that casters can sometimes present, but their actuation often requires the user to bend down, nearly to the ground or floor, to engage or disengage them. The engagement or disengagement of the caster brake may also involve levers and rotary actuators that are not intuitive to operate for many users. Because of this, they can be frustrating and confusing to at least some users who might think that the brake is engaged when it isn't, or alternatively when the brake has become inadvertently engaged and the user cannot quickly see how to disengage it.

Additionally, known luggage having casters and braking systems are designed for single wheeled casters. Dual casters (i.e. casters having two wheels), however, are preferred for their greater stability. Braking systems designed for single wheeled casters are not compatible with dual casters.

Finally, certain luggage pieces with casters and braking systems include a pin that is pressed into engagement with the outside of the caster wheel. If the caster wheel is wet or dirty, as is sometimes inevitable while traveling, such brake systems may be generally ineffective. Such brake systems that operate externally on a caster can also present reliability issues as they are susceptible to damage as the bag is handled by, for example, airport personnel.

The luggage piece 100 therefore includes a caster brake system 200, as shown in FIGS. 2-6, that overcomes these and other disadvantages in the art. In particular, the brake system 200 is easy to operate from a convenient location on the body of the bag rather than at the casters near the floor, is intuitive to operate, may quickly be visually identifiable as engaged or disengaged, does not depend on any particular condition of the caster wheel tread (e.g., wet or dry, dirty or clean) at the time of brake engagement, is highly reliable and may be provided at relatively low cost.

FIGS. 2-6 illustrate the exemplary brake system 200 in structure and function. The brake system 200 generally includes a first subassembly 202 shown in FIG. 2, a second subassembly 250 shown in FIG. 3, and a third subassembly 300 shown in FIG. 4 that are operable in combination to brake and release at least one of the casters 150 to prevent the luggage piece 100 from rolling when desired, or alternatively to allow at least one of the casters 150 to rotate freely.

As shown in FIG. 2, subassembly 202 includes a caster housing 204 that is mountable to a bottom side of the real shell 104 of the first shell housing piece 106 via a first side 206, and caster mounting side 208 opposing the side 206. The caster mounting side 208 may include a caster recess 210. The caster housing 204 may be fabricated from a heavy duty plastic material, for example, according to known techniques.

The subassembly 202 also includes a wheel housing 212 that may be mounted to the caster housing 204 using known fastening techniques. The wheel housing 212 includes an attachment portion 216 configured for attachment to the caster housing 204, and a caster shaft 218 extending downwardly from the attachment portion 216. The caster shaft 218 includes a slot or ring 220 that interfits in a keyed arrangement with a caster pivot housing 222. The wheel housing 212 may be formed from suitable materials known in the art, such as plastic or metal, according to known techniques.

The castor pivot housing 222 has a pivot portion 224 formed with a bore that accepts the wheel housing caster shaft 218 with, for example, snap-fit engagement. The bore may be formed with a projection that lockingly engages the slot 220 of the wheel housing caster shaft 218. When the wheel housing caster shaft 218 is engaged to the castor housing pivot portion 224, the castor pivot housing 222 is rotatable on the shaft 218 about a vertical axis 225 that coincides with a corresponding axis of the shaft 218.

The castor pivot housing 222 also includes a wheel mount portion 226 having a through hole bore 228 for mounting of a first and second caster wheels 230, 232 with an axle 234 extending through the bore 228 and corresponding central openings in a hub of each wheel 230, 232. Fasteners 238, 240 are provided to secure the axle 234 and the wheels 230, 232 in place. When assembled, each wheel 230, 232 is freely rotatable about a horizontal axis 242 coincident with an axis of the axle 234.

Each caster wheel 230, 232 includes an inner facing perimeter surface 242 that is configured with a brake surface such as teeth in one example. The teeth on the inner facing perimeter surface 242 face the castor pivot housing 222 and are spaced from the wheel tread in each wheel 230, 232. When the caster 150 is assembled, the brake surface formed on the inner facing perimeter 242 is thus protected to a large extent from water and dirt that the wheel treads may encounter as the casters are used to tow or push the luggage piece 100 along the ground.

The subassembly 202 also includes a brake shaft 244 and brake pad 246. The brake shaft 244 extends through an internal bore in the caster housing pivot portion 224 and also through a center bore formed in the wheel housing shaft 218. The brake pad 246 attaches to a lower end of the brake shaft 244 and has opposing curved brake surface 248 a, 248 b. When the brake pad 244 is attached to the brake shaft 244, the brake shaft 244 is movable up and down along the vertical axis 225 to engage and release the brake pad surfaces 248 a, 248 b with the brake surfaces of the inner facing perimeter 242 of each respective wheel 230, 232. The pad brake surfaces 248 a, 248 b may include teeth that mesh or mate with teeth provided on the brake surfaces of the wheel inner facing perimeters 242. In other embodiments, other types of mating brake surfaces may be utilized. The teeth as shown and described are exemplary only.

The brake shaft 244 and the brake pad 246 may be made from metal or other suitable materials known in the art. The brake pad 246 may be overmolded with a plastic material in some embodiments to mesh with the brake surfaces of the caster wheels 230, 232.

FIG. 3 is another exploded view of the second exemplary subassembly 250 for the brake system 200. The subassembly 250 may be mounted to the top side of the housing 204 shown in FIG. 2 or at an interior location in the shell pieces 104, 106 of the luggage piece 100. The assembly 250 includes a brake lever 252, a lever housing 254, and a cable 256. The brake lever 252 may be fabricated from metal and may include an L-shaped body in the example shown. The body of the brake lever 252 includes a first end 257, a second end 258 and a pivot bore 260.

The brake lever 252 pivots about a pivot pin 270 extending in the lever housing 254 and into the pivot bore 260. The first end 257 of the lever 252 is coupled to the brake cable 256. The second end 258 of the lever 252 is attachable to the upper end of the brake shaft 244 (FIG. 2) via a connecting post 261. A bias element 262 in the form of a coil spring is assembled with the connecting post 261 and acts to bias the second end 258 of the lever 252 to a first operating position.

The lever housing 254 may be fabricated from plastic and forms a protective enclosure for the brake lever 252 and its attachment to the brake cable 256.

FIG. 4 is a perspective view of the third exemplary subassembly 300 for the brake system 200. The assembly 300 generally includes a housing 302, and a switch lever handle 304 coupled to the housing and accessible through an open front face of the housing 302. The switch lever handle 304 is slidable in the housing 302 in a vertical direction. An end of the brake cable 256 is coupled to the switch lever 304. The other end of the cable 256 is coupled to the brake lever 252 as shown in FIG. 3.

The brake system 200 is operable as follows. When the switch lever handle 304 is moved upwardly, the brake cable 256 is pulled upwardly in the same direction, causing the brake cable to lift the first end 257 (FIG. 3) of the brake lever 252. As this occurs, the brake lever 252 pivots about the pin 270 and causes the second end 258 of the brake lever 252 to move downwardly. As the second end 258 of the switch lever 252 moves down, the brake shaft 244 (FIG. 2) moves down and the brake pad 246 and its brake surfaces 248 a, 248 b are moved downwardly as shown in FIG. 5 until the brake surfaces 248 a, 248 b are pushed in contact with the brake surface of the inner facing perimeters 242 of each caster wheel 230, 232. The interlocking teeth of the mating brake surfaces 248 a, 248 b of the pad 246 and the inner brake surfaces of the wheels 230, 232 prevents the wheels 230, 232 from rolling as shown in FIG. 6. The engagement of the brake assembly 200 accordingly securely locks the caster 150 in a stationary position with the wheels 230, 232 having no ability to rotate. With the brake system 200 engaged, the user can safely let go of their luggage piece 100 without it rolling away.

When the switch lever handle 304 (FIG. 4) is returned to its original position by moving it in a downward direction, the cable 256 acts to depress the first end 257 of the brake lever 252 (FIG. 3), causing the brake lever 252 to pivot and lift the second end 258 of the brake lever 252. As the second end 258 of the switch lever 252 is raised, the brake shaft 244 (FIG. 2) is moved upwardly and pulls the brake pad 246 away from the brake surfaces of the wheels 230, 232. The wheels 230, 232 are now free to rotate again with the brake assembly disengaged.

The bias spring 262 (FIG. 3) biases the second end 258 of the switch lever 252 to place the brake shaft 244 (FIG. 2) in an unlocked position wherein the brake pad 246 does not engage the wheel brake surfaces. The bias spring 262 also serves to prevent inadvertent engagement of the brake system 200 as some force is required to overcome the bias spring 262 that opposes any effort to engage the brake system 200.

The housing 302 and the switch lever handle 304 (FIG. 4) may be located in any convenient location, including but not necessarily limited to one of the upper external sides of the rear frame 104 in the luggage piece 100 so that a user does not have to bend down near to the ground to engage the brake. In some embodiments, the switch lever handle 304 could also be integrated into a handle assembly for the luggage piece 100 that is easily accessible to a user. In still other embodiments the switch lever handle 304 could be provided on an extendable towing member.

The switch lever handle 304 is simple and intuitive to use. It is also easy to visually identify whether the brake pad is engaged or not by observing the position of the switch lever handle 304. The switch lever handle 304 is only one exemplary element capable of moving the brake cable 256 to provide the functionality described. Other actuation schemes are possible.

The brake system 200 provides a relatively simple and low cost brake assembly for dual wheel casters. The mechanical components of the brake system 200 are interior to the bag construction and interior to the caster assembly. As such, the brake system 200 is highly reliable and unlikely to be damaged as the bag is handled. Because the wheel brake surfaces are on the inside of each wheel in the caster assembly, the brake assembly works reliably regardless of what conditions the wheel tread may have been exposed to.

More than one brake assembly may be provided in the brake system 200 to operate on more than one of the casters 150 of the luggage piece 100. Multiple brake assemblies may be operated by the same or different switch lever handle 306 that is connected to more than one brake cable 256.

Adaptations of the brake system 200 are possible in one or more of the subassemblies described in relation to FIGS. 2, 3 and 4. For example, different brake pads could be utilized to engage different types of brake surfaces provided in the wheel. The brake pad could also be constructed to engage one of the wheels in each caster assembly instead of both wheels in the embodiments depicted in the Figures. Furthermore, various shapes of the brake lever and housing could alternatively be provided while achieving similar, if not identical function, to that described.

For example, FIGS. 7-10 illustrate another brake subassembly 320 that is similar in many aspects to the brake subassembly 202 described above in relation to FIG. 2. The brake subassembly 230 includes a modified brake pad 246 including a bar 322 that engages the inner facing perimeter surface 242 that is configured with a brake surface such as teeth of the wheels 230, 232. The teeth in the inner facing perimeter surface 242 are more pronounced than the teeth of the wheels illustrated in the previous Figures, and the bar 322 is fabricated from a rigid material such as steel, zinc or nylon. The bar 322 projects at each end to the inner facing perimeter surface 242 of the wheels 230, 232 and engages the teeth to lock the wheels 230, 232 as shown in FIGS. 8 and 9 to lock them in a stationary position, or disengages from the wheels 230, 232 so that the wheels 230, 232 are freely rotatable. The rigid bar 322 and the pronounced teeth in the inner facing perimeter surface 242 of the wheels may provide a sturdier locking mechanism, and may also be slightly more reliable over time, than plastic brake surfaces such as certain embodiments described earlier in relation to the brake surfaces 248 a, 248 b.

The provision of a simple bar 322 may also provide a simpler assembly from a manufacturing perspective in comparison to curved engagement surfaces 248 a, 248 b described earlier in relation to the brake surfaces 248 a, 248 b.

Except for the bar 322 in lieu of the brake surfaces 248 a, 248 b the operation of the brake system 200 is similar to that described above. The subassembly 320 shown in FIG. 7 may be combined with the subassembly 250 (FIG. 3) and 300 (FIG. 4) without further modification.

While the brake systems are illustrated in the context of the luggage piece 100, it may be implemented on other luggage pieces wherein dual wheel casters are desirable. Moreover, the brake mechanism described is not necessarily limited to luggage items at all. The exemplary luggage item 100 is shown and described for purposes of illustration rather than limitation. Any item using casters for similar purposes and/or presenting similar problems may benefit from the caster brake assembly described.

In certain embodiments, the brake assembly may also be modified to operate on a single wheeled caster. While the dual wheel casters are sometimes preferred for the reasons noted, single wheeled casters may also benefit from the brake mechanism described herein.

The benefits of the invention are now believed to have been amply illustrated in view of the exemplary embodiments disclosed.

An embodiment of a hardsided luggage piece has been disclosed including: a rear shell fabricated from a rigid material and defining a rear compartment for packing of items therein; a front shell joined to the rear shell, the front shell fabricated from a rigid material and defining a front compartment for packing of items; and a first closure element to detachably couple the rear shell and the front shell to one another; wherein the front shell comprises: a first shell piece and a second shell piece joined by a hinge; the first shell piece being intermediate the rear shell and the second shell piece; the first shell piece defining a pass through opening to the rear compartment in the rear shell; and a second closure mechanism configured to detachably couple the first and second shell pieces to one another, wherein the first closure mechanism and the second closure mechanism are independently operable from one another.

Optionally, the front compartment may be smaller than the rear compartment. The second shell piece may include an interior side, and at least one pocket accessible via the interior side. A flap may be joined to the first shell, and the flap may include a pocket structure.

The hardsided luggage piece may also include a third closure mechanism operable to detachably couple the flap to the first shell piece, the third closure mechanism independently operable from the first and second closure mechanisms. At least one of the first, second and third closure elements may be a zipper closure element.

The first and second shell pieces may be attached along a vertical hinge of the luggage piece. The luggage piece configured as a suitcase. The second shell piece may have a tapered shape. The second shell piece may include opposing first and second edges and a wedge-like shape that is wider at the first edge than at the second edge. The second shell piece may include a flat exterior front surface, and the pass-through opening may be angled with respect to the flat exterior front surface. The luggage piece may be configured as a carry-on piece of luggage.

The luggage piece may be configured as a towable piece of luggage including at least one wheel. At least one of the rear shell and the front shell may include at least one caster. The caster may include a dual wheeled caster. The hardsided luggage piece may include a brake system for the at least one caster.

The second shell piece may include at least one caster. The caster may be a dual wheeled caster. The hardsided luggage piece may include a caster brake system operable to lock the at least one dual wheeled caster in a stationary position.

An embodiment of a caster brake system has also been disclosed, including: at least one caster wheel provided with an inner brake surface; a brake element selectively positionable to engage or disengage the inner brake surface of the at least one wheel, wherein the at least one caster wheel is locked in a stationary position when the brake element is engaged and wherein the at least one caster wheel is freely rotatable when the brake element is disengaged; a brake lever mechanically linked to the brake element; a cable connected to the brake element; and a handle connected to the cable and movable between a first position and a second position, wherein when the handle is moved to the first position the brake lever causes the brake element to descend and engage the inner brake surface of the at least one wheel.

Optionally, the inner brake surface may include teeth on an inner facing perimeter surface of the at least one wheel. The brake element may include at least one brake pad having a curved brake surface configured to mesh with the inner brake surface of the at least one caster wheel. The brake lever may be biased to a position where the brake element is disengaged.

The caster brake system may also include a brake shaft, the shaft having a first end and a second end, the first end of the brake shaft coupled to the brake element, and the second end of the brake shaft coupled to the brake lever. The caster brake system may also include a pivot housing, the brake shaft extending through the pivot housing, and the at least one wheel attached to the pivot housing. The at least one caster wheel may include a first wheel and a second wheel each having an inner brake surface, each of the first wheel and second wheel attached to the pivot housing. The brake element may be selectively positionable to engage or disengage the inner brake surface of each of the first when and the second wheel.

The brake element may include a brake pad having first and second curved brake surfaces for respective engagement with the inner brake surface of each of the first and second wheel. The caster brake system may also include a wheel housing, the brake shaft further passing through the wheel housing. The caster brake system may also include a caster housing, the caster housing defining a caster recess accepting the wheel housing.

The caster brake system may be provided in combination with a piece of luggage. The piece of luggage may be one of a hardside and a softside piece of luggage. The piece of luggage may configured as a carry-on piece of luggage. The piece of luggage may be configured as suitcase.

The brake lever may be pivotally mounted at a location between the at least one wheel and the handle. The brake lever may be L-shaped. The brake system may be coupled to a piece of luggage. The piece of luggage may be fabricated with one of a hard side and soft side construction. The handle may be located on one of an upper external side piece of the luggage piece, a handle assembly for the luggage piece, and an extendable towing member.

The at least one caster wheel may be mounted on a piece of luggage.

An embodiment of a luggage piece has also been disclosed and includes: a rear shell fabricated from a rigid material and defining a rear compartment for packing of items therein; a front shell joined to the rear shell, the front shell fabricated from a rigid material and defining a front compartment for packing of items; a first closure element to detachably couple the rear shell and the front shell to one another; wherein the front shell comprises: a first shell piece and a second shell piece joined by a hinge; the first shell piece being intermediate the rear shell and the second shell piece; the first shell piece defining a pass through opening to the rear compartment in the rear shell; and a second closure mechanism configured to detachably couple the first and second shell pieces to one another, wherein the first closure mechanism and the second closure mechanism are independently operable from one another; and a caster brake system, comprising: at least one caster wheel provided with an inner brake surface, the at least one caster wheel mounted to one of the rear shell and the front shell; a brake element selectively positionable to engage or disengage the inner brake surface of the at least one wheel, wherein the at least one caster wheel is locked in a stationary position when the brake element is engaged and wherein the at least one caster wheel is freely rotatable when the brake element is disengaged; a brake lever mechanically linked to the brake element; a cable connected to the brake element; and a handle connected to the cable and movable between a first position and a second position, wherein when the handle is moved to the first position the brake lever causes the brake element to descend and engage the inner brake surface of the at least one wheel; wherein the handle is located on an upper external side of one of the rear shell and front shell, a handle assembly for the luggage piece, and an extendable towing member.

This written description uses examples to disclose the invention, including the best mode, and also to enable any person skilled in the art to practice the invention, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the invention is defined by the claims, and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal languages of the claims. 

What is claimed is:
 1. A hardsided luggage piece comprising: a rear shell fabricated from a rigid material and defining a rear compartment for packing of items therein; a front shell joined to the rear shell, the front shell fabricated from a rigid material and defining a front compartment for packing of items; and a first closure element to detachably couple the rear shell and the front shell to one another; wherein the front shell comprises: a first shell piece and a second shell piece joined by a hinge; the first shell piece being intermediate the rear shell and the second shell piece; the first shell piece defining a pass through opening to the rear compartment in the rear shell; and a second closure mechanism configured to detachably couple the first and second shell pieces to one another, wherein the first closure mechanism and the second closure mechanism are independently operable from one another.
 2. The hardsided luggage piece of claim 1, wherein the front compartment is smaller than the rear compartment.
 3. The hardsided luggage piece of claim 1, wherein the second shell piece has an interior side, and at least one pocket accessible via the interior side.
 4. The hardsided luggage piece of claim 1, further comprising a flap joined to the first shell.
 5. The hardsided luggage piece of claim 4, wherein the flap includes a pocket structure.
 6. The hardsided luggage piece of claim 4, further comprising a third closure mechanism operable to detachably couple the flap to the first shell piece, the third closure mechanism independently operable from the first and second closure mechanisms.
 7. The hardsided luggage piece of claim 6, wherein at least one of the first, second and third closure elements comprises a zipper closure element.
 8. The hardsided luggage piece of claim 1, where in the first and second shell pieces are attached along a vertical hinge of the luggage piece.
 9. The hardsided luggage piece of claim 1, wherein the luggage piece is configured as a suitcase.
 10. The hardsided luggage piece of claim 1, wherein the second shell piece has a tapered shape.
 11. The hardsided luggage piece of claim 10, wherein the second shell piece has opposing first and second edges and a wedge-like shape that is wider at the first edge than at the second edge.
 12. The hardsided luggage piece of claim 1 wherein the second shell piece includes a flat exterior front surface, and wherein the pass-through opening is angled with respect to the flat exterior front surface.
 13. The hardsided luggage piece of claim 1, wherein the luggage piece is configured as a carry-on piece of luggage.
 14. The hardsided luggage piece of claim 1, wherein the luggage piece is configured as a towable piece of luggage including at least one wheel.
 15. The hardsided luggage piece of claim 14, wherein at least one of the rear shell and the front shell includes at least one caster.
 16. The hardsided luggage piece of claim 15, wherein the caster comprises a dual wheeled caster.
 17. The hardsided luggage piece of claim 15, further comprising a brake system for the at least one caster.
 18. The hardsided luggage piece of claim 15, wherein the second shell piece includes at least one caster.
 19. The hardsided luggage piece of claim 18, wherein the caster comprises a dual wheeled caster.
 20. The hardsided luggage piece of claim 19, further comprising a caster brake system operable to lock the at least one dual wheeled caster in a stationary position.
 21. A caster brake system, comprising: at least one caster wheel provided with an inner brake surface; a brake element selectively positionable to engage or disengage the inner brake surface of the at least one wheel, wherein the at least one caster wheel is locked in a stationary position when the brake element is engaged and wherein the at least one caster wheel is freely rotatable when the brake element is disengaged; a brake lever mechanically linked to the brake element; a cable connected to the brake element; and a handle connected to the cable and movable between a first position and a second position, wherein when the handle is moved to the first position the brake lever causes the brake element to descend and engage the inner brake surface of the at least one wheel.
 22. The caster brake system of claim 21, wherein the inner brake surface comprises teeth on an inner facing perimeter surface of the at least one wheel.
 23. The caster brake surface of claim 21, wherein the brake element comprises at least one brake pad having a curved brake surface configured to mesh with the inner brake surface of the at least one caster wheel.
 24. The caster brake system of claim 21, wherein the brake lever is biased to a position where the brake element is disengaged.
 25. The caster brake system of claim 21, further comprising a brake shaft, the shaft having a first end and a second end, the first end of the brake shaft coupled to the brake element, and the second end of the brake shaft coupled to the brake lever.
 26. The caster brake system of claim 25, further comprising a pivot housing, the brake shaft extending through the pivot housing, and the at least one wheel attached to the pivot housing.
 27. The caster brake system of claim 26, wherein the at least one caster wheel comprises a first wheel and a second wheel each having an inner brake surface, each of the first wheel and second wheel attached to the pivot housing.
 28. The caster brake system of claim 27, wherein the brake element is selectively positionable to engage or disengage the inner brake surface of each of the first when and the second wheel.
 29. The caster brake system of claim 28, wherein the brake element comprises a brake pad having first and second curved brake surfaces for respective engagement with the inner brake surface of each of the first and second wheel.
 30. The caster brake system of claim 26, further comprising a wheel housing, the brake shaft further passing through the wheel housing.
 31. The caster brake system of claim 30, further comprising a caster housing, the caster housing defining a caster recess accepting the wheel housing.
 32. The caster brake system of claim 30, in combination with a piece of luggage.
 33. The caster brake system of claim 32, wherein the piece of luggage is one of a hardside and a softside piece of luggage.
 34. The caster brake system of claim 33, wherein the piece of luggage is configured as a carry-on piece of luggage.
 35. The caster brake system of claim 33, wherein the piece of luggage is configured as suitcase.
 36. The caster brake system of claim 21, wherein the brake lever is pivotally mounted at a location between the at least one wheel and the handle.
 37. The caster brake system of claim 36 wherein the brake lever is L-shaped.
 38. The caster brake system of claim 21, wherein the brake system is coupled to a piece of luggage.
 39. The caster brake system of claim 38, wherein the piece of luggage is fabricated with one of a hard side and soft side construction.
 40. The caster brake system of claim 38, wherein the handle is located on one of an upper external side piece of the luggage piece, a handle assembly for the luggage piece, and an extendable towing member.
 41. The caster brake system of claim 21, wherein the at least one caster wheel is mounted on a piece of luggage.
 42. A luggage piece comprising: a rear shell fabricated from a rigid material and defining a rear compartment for packing of items therein; a front shell joined to the rear shell, the front shell fabricated from a rigid material and defining a front compartment for packing of items; a first closure element to detachably couple the rear shell and the front shell to one another; wherein the front shell comprises: a first shell piece and a second shell piece joined by a hinge; the first shell piece being intermediate the rear shell and the second shell piece; the first shell piece defining a pass through opening to the rear compartment in the rear shell; and a second closure mechanism configured to detachably couple the first and second shell pieces to one another, wherein the first closure mechanism and the second closure mechanism are independently operable from one another; and a caster brake system, comprising: at least one caster wheel provided with an inner brake surface, the at least one caster wheel mounted to one of the rear shell and the front shell; a brake element selectively positionable to engage or disengage the inner brake surface of the at least one wheel, wherein the at least one caster wheel is locked in a stationary position when the brake element is engaged and wherein the at least one caster wheel is freely rotatable when the brake element is disengaged; a brake lever mechanically linked to the brake element; a cable connected to the brake element; and a handle connected to the cable and movable between a first position and a second position, wherein when the handle is moved to the first position the brake lever causes the brake element to descend and engage the inner brake surface of the at least one wheel; wherein the handle is located on an upper external side of one of the rear shell and front shell, a handle assembly for the luggage piece, and an extendable towing member. 